Vaporizer for explosive-engines.



PATENTED JUNE 25, 1907.

. H. 0. WBSTBNDARP. VAPORIZER FOR EXPLOSIVE ENGINES.

APPLICATION FILED JUNE 13, 1904. BSHEETS SHEET 1.

Witnesses: mvewbor'.

q 8% Henry QWes'tendQr'p.

Abby.

PATENTED JUNE 25, 1907.

H. 0. WESTENDARP.

VAPORIZER FOR EXPLOSIVE ENGINES.

. APPLICATION FILED JUNE 13, 1904.

Witnesses:

5 SHEETS-SHEET 2.

lnven tor;

Henry O.Wesbendarp.

Attly.

7 PATENTED JUNE 25, 1907. H. O. WESTENDARP. VAPORIZER FOR EXPLOSIVE ENGINES.

APPLIO non FILED JU 3 1904.

A M 1 6 SHEETS-SHEET 3.

Wikmesse's: lnvenbor.

8% Henry Owesbendcrp. P) by Abby.

PATENTED JUNE 25, 1907.

H. O. WESTENDARP. VAPORIZER FOR EXPLOSIVE ENGINES.

PPLI TION ILED U 1 04. A M F N313 g GSHEETS-SHEBT 4.

I Ill/V114 Witnesses:

lnven to Henry Owe sbendcrrp. by Ak/qy.

No. 858,046. PATENTED JUNE 25, 1907. H. O. WESTENDARP.

VAPORIZER FOR EXPLOSIVE ENGINES.

APPLICATION FIL'ED JUNE 13, 1904. 5 SHEETS SHEET 6.

I9 mm m m w m a Invent or Henry 0. Wesiendarp. WdM;

Km plr EN m PM u V X GU mm an 9 mm W WM hm mm PM MN .m. mm m mm UNITED STATES PATENT OFFICE.

HENRY o. WESTENDARP, OF SAUGUS, MASSACHUSETTS, 'ASSIGNOR TO GEN- ERAL ELECTRIC COMPANY, A CORPORATION OF NEW YORK.

VAPORIZER FOR, EXPLOSlVE-ENGINES.

Specif cation of Letters Patent.

Patented June 25 1807.

Original application filed November 4, 1903, Serial No. 179,771. Divided and this applicationfiled June 13, 1204. Serial No. 212,230.

.To all whom it may concern.

Be it known that I, HENRY O. WEsTEN- DARP, a citizen of the United States, residing at Saugus, county of Essex, and State of Mes I sachusetts, have invented certain new and useful Improvements in Vaporizers for Explosive-Engines, of which the following is a specification.

The present invention is a division of my' pending application, Serial No. 179 ,7 7 1, filed Nov. 4, 1903, and is made under the requirements of the United States Patent Office under provision of Rule 4.1.

My inventionrelates to a fuel vaporizing system for vapor consumption devices, such as gas engines, turbines andthe like apparatus.

One of the objects of the invention is to provide a particular form of va or generator for use in this connection. he vaporizer is of the flasher ty e which is designed to supply kerosene or a cohol vapor to the engine "in superheated state, preferably unmixed with air and at a predetermined pressure. The temperature of the vaporizer 1s mamtained substantially constant by the heat of the exhaust gases regulatively supplied to.

the vaporizer, and a fuel supply system feeds a constant supply of liquid kerosene or alco hol thereto in definite quantity relatively to the vapor generating capacity of the vapo rizer, so that the rate of vaporization is approximately constant, irrespective of variations in demand for vapor-fuel. The amount of vapor in continuous generation is sufficient to supply the maximum demand created by the engine, as at maximum load, but at normal load the demand for vapor may be any proportionate quantity of the maximum vapor supply and the quantity of vapor in excess over the normal demand is permitted to escape from the vaporizer, preferably back to'the source of fuel so as to prevent loss.

A further object of the invention is to pro-' vide a speed controlling system in connection with the present form ofvaporizer whereby extreme sensitiveness to load changes is obtained. "In the state of normal operation the quantity of vapor kerosene is practically constant as to the portion supplied to the explosion chamber or chambers of the engine and the excess of vapor that 1s generated is allowed to discharge from the vaporizer byway of a by-pass valve. Thls by-pass valve has the function of a throttle for controlling the excess of vapor and is adapted to be held in a predetermined'position by the pressure of the vapor in the, vaporizer acting in speed of the engine due to variation in load. That is to say, in case of'overload the demand for vapor immediately increases, whereas at underload the demand decreases.- To satisfy these conditions, the governor which controls the cut-off mechanism is operatively related to the by-pass valve and is ada ted to so act upon the same that at overloa the valve is caused progresslvely to close so as to revent the usual excess of vapor from wholly or partially by-passing, and consequently as the vapor pressure is increased a larger quantity of va or will be injected into the explosion cham er and thereby produce more powerful explosive impulses. In case of underload, the by-pass valve is opened wider in response to the governor, whereby the pressure of the vapor 1s lowered so as to enable less vapor to pass to the explosion chamber and cause less powerful explosive impulses. pass valve is desirablefor close regulation ecause the pressure of the vapor acting on the diaphragm of the valve varies with-an appreciable lag upon sudden variations in demand for vapor. 1

The variousnovel features of construction and combination of parts will be more fully described hereinafter and finally pointed out in the claims.

In the accompanying drawings which illustrate one embodiment ofmy invention,

four-cylinder type with my improved vapo r'izer applied thereto Fig. 2 is a side elevation; Fig. 3 1s a front elevation with a part of one exhaust pipe broken away; Fig. 4 1s a section taken on one plane centrally through one pair of cylinders and on a different plane This positive actuation of the by- Figure 1 is atop plan view of an engine of the through the vaporizer to plainly show the pipe connections therewith; Fig. is a central' vertical sectlon of thGVZiPOIIZGI on an enlarged scale, with the valve governing device; Fig. 6 is a detail view of the inlet valves with the secondary shaft and cut-off mechanism parts shown in section and plan; Figs. 7 and 8 are enlarged detail views of a threeway valve in the exhaust pipes for regulating the supply of exhaust gases to the heating chamber of the vaporizer; and Fig. 9 is a detail sectional view of a pressure regulator for the vaporizer.

The vaporizing system was designed with particular reference to my two-cycle kerosene-vapor four-cylinder engine, w iich is the subject-matter of my pending application hereinbefore referred to, and I have elected to illustrate and describe my invention applied thereto. 1 do not wish to 'be understood, however, as limiting the invention to this particular use, as the same is capable of several applications, as well as several embodiments with respect to its broad features.

Referring to the drawings, 1 represents the cylinders of the engine and 2 the pistons. These are both of the differential type and they co-operate to fornrexplosive chambers A, B, C and D, and air chambers a, b, c and d. The differential cylinders are each composed of two castings bolted together, one being an explosive cylinder and the other a ump cylinder relatively of large diameter. he explosion cylinder is designed for single acting work, and is accordingly provided with a closed head or com ression chamber 3 and the exhaust and admission ports are ar ranged at the forward or open end to be controlled bythe piston by which they are coveredancl uncovered. The pump cylinders are cast integral and constitute the base of the engine. The engine, as a whole, is supported by means of laterally extending rackets or arms 4 on the pump cylinder casting, which rest upon parallel I-beams 5. Centrally below the pump cylinders and bolted thereto is a crank casing 6, in which is suitably mounted a two-throw crank shaft 7. The differential pistons 2 are of the trunk type, having each an explosion or ower head 8 and an annular pump head 9.

he pistons are directly connected with the crank shaft by connecting rods 10. Inorder to permit the connectmg rods of each pair of opposite pistons to aline, one rod of each pair is .provlded with a bifurcated shaft end and the other rod is mounted within the same according to common construction.

Each explosion cylinderis provided with exhaust ports 11, air-admission ports 12 and fuel-admission ports\13. The exhaust ports are suitably proportioned and may extend partially around the cylinder, Fig. 4, at a point coinciding with the end of the power stroke or forward dead center, and they communicate with an exhaust chamber 14. The air-admission ports extend circumferentially between the ends of the set of exhaust ports,

and these ports are arranged to uncover slightly after the exhaust ports begin to uncover, so as to permit the pressure of the explosive' gases in the cylinder to first lower to atmospheric pressure. This enables the scavenging charge of air to be injected into the explosion chamber against a minimum pressure offered by the contents of the chamber. The fuel-admission ports are suitably remote from the exhaust ports toward the compression end of the explosion cylinder. these ports 'is controlled by,suitable valve mechanisms hereinafter to be described, which serve to prevent the expanding gases of explosion from escaping therethrough The admission of fuel through after these ports are uncovered by the piston on its power stroke. Separate passages 15 and 16 are provided in the wall of each explosive cylinder, which communicate respectively'with the air-admission ports 12 and fuel-admission ports 13. These passages incline at an angle to the axis of the cylinder for the purpose of directing the injected air charge and fuel charge against the head of the cylinder to thoroughly scavenge the explosion chamber in the first instance and to completely mix the vapor fuel with the air in the chamber in the latter instance. In order to facilitate the scavenging operation and the agitation of the fuel and air to produce the explosive mixture, a deflector 17 is provided on the power head 8 of the piston which positively deflects the charges in the direction of the cylinder head.

Each passage 15 forms a continuation of an independent air-carrying conduit 15, Fig. 4, as set forth in my application above referred to. These conduits connect the airchambers a, b, c and (1, respectively with the explosion chambers B, C, D and A. The air chambers have each a single port 18, Fig. 11,

through which the air charge is drawn into the chamber and through which it is also discharged. In each conduit a suction valve 19 is provided, which is automatic in action so as to open under the influence of the suction stroke of the pump piston to permit the intake of air and to close upon reversal of stroke to permit the delivery of air through the conduit, and air-admission ports to the explosion chamber.

The inlet side of the suction valve is in communication with a suction chamber; 20 Fig. 4. This chamber is formed in the pump cylinder casting centrally between the c'yl inders. The suction of atmospheric air intethe chamber 20 takes placethrough an open-- ing 21 at one end thereof, and by means of a rotary disk valve 22 the quantity of air drawn into the chamber may be regulatei i. This is an important function in connectioi with governing the speed of the engine, for. the reason that according to the degree that the intake of air into the suction chamber is vary-so that the scavenging of the explosion chamber of the burnt gases will be more or a less complete, leaving a residue of the gases ferent speed work.

with which the fuelcharges mix. The explosive mixture thus obtained will be below the normal explosive and caloric value and consequently the power impulses will be comparatively weaker. In this manner the power impulses may be controlled within certain limits so as to adapt the engine to dif- The valve 22 may be regulated automatically by a suitable governing mechanism, but in the resent instance a manually-actuated va ve isem-.

ployed.

a The air-carrying conduits are preferably cored out in the web 23 between the pump cylinders which comprises the top of the sucti on chamber, Fig. 4. These conduits are designed so as to provide within a limited area the particular system of connections between, the various air chambers and explosion chambers. The suction valves 19 are of the poppet-cage type and are each removably secured in that portion of the web 23between the suction chamber and each air-carrying conduit. To permit of access to the valves, hand holes are provided in the web directly over the valves and these are closed by cover 24. Each cover is provided with an adjustable stop 25 which limits the extent to which the valve capable of opening, and thereby relieves excessive tension upon the valve spring.

As shown in Fig. 4 the passages 16 which lead to the fuel-admission ports are byspasses communicating with the air-carrying conduits. A mechanically-operated. valve mechanismis provided in each by-pass to control communication therethrough. This mechanism consists of a valve casing 27 and a bypass puppet valve 28 having a stem guided in the casing, and is spring-acthated as usual. Each explosion cylinder is recessed at the outer end of its passage 16 to "receive the easing which is removably bolted in place. The function of these by-passes or passages. 16 is to provide means for utilizing a portion of each air-charge for contributing to inject the fuel charge into the explosion chamber. To accomplish this the fuel charge must be admitted into the passage during the time the by-passed portion of the air-charge is pumped through the passage. The fuel may be admitted in the form of vapor, or a liquid depending upon the degree of volatilitythereof to vaporize while entraining with the air in passing to the explosion chamber. As to the manner of admitting the fuel charge, a fuel-inlet valve may be provided to open into each by-pass whereby the fuel can be admit-' ted thereto simultaneously, or substantially so, with the opening of the by-pass valve 28,

so that the fuel and by-passed air may issue together into the explosion chamber. In the preferred arrangement, however, the bypass valve 28 possesses the additional functionof, admitting the fuel charge. For this purpose the valve seat is provided with a fuel port 29, Fig. 4, which connects with a suitable fuel supply system as will be hereinafter described. Thus asthe by-p ass valve opens to permit air to pass, it also uncovers .the fuel-admission port to permit the fuel charge to inject into theby-pass at the'same time. These by-pass valves are -actuated from a secondary shaft 30 by means of cams 31. The secondary shaft is suitably mounted in a cam casing 32 which is mounted on theair-suction chamber 20 in superimposed position and suppprted on brackets 33, Figs. 3 and 4. The secondary shaft may. be driven from the crank shaft through an intermediate shaft 34 and intermeshing bevel gears 35 which may be rovided at the ends thereof and on the cran shaft and secondaryshaft Fig. 5.

The by-pass valves of each pair of cylinders are disposed opposite each other in symmetrical arrangement relatively to the secondary or cam shaft, Fig. 6. The cams 31 are disposed around the secondary shaft at 90 degrees. Intermediate the cams and stems of the by-pass valves are valve tappets 26 which extend through the walls of the cam casing and are mounted in bosses 36. One of the cams for each pair of valves alines with the respective valve stem, whereas the other cam is off-set relatively to its valvestem and the tappet therefor is correspondingly off-set. Each off-set tappet is operatively" related to its valvestem by means-of a lever 37. This latter member 1s hinged on the cam casing and is supported in operative connection withits tappet and valve stem.

In connection. with the present valve mechanism, variable cut-off regulation of the fuel su ply to the explosion chamber is particularPy desirable for maintaining the s eed of the engine constant under varying oad conditions. Such regulation may be cithei automatic, as by a speed governor, or man- 11:11, as by an operatinglever, similar to 40 of the governor. Upon variation in speed of the engine, the governor responds thereto and varies the position of the cams relatively to thetappets so that the period of lift of the by-pass or fuel-admission valves may be regulated according to .the quantity of fuel -needed to producei explosive charges that have the necessary energy to maintain steady speed.

Considering the cycle of operation of the engine as thus far described, reference is had to Fig. 4 of the drawing, in connection with the following explanation: According to the stage in the cycle as shown by the osition of the pistons, the ex losion cham er D has just been scavenge of the burnt gases and contains a charge of pure air, with the exhaust and air-admission ports covered by the piston which is on its return or com ression stroke, and the fuel-admission or y-pass valve is held in open position by the cam-actuating means, as the fuel charge is injected into the chamber by the by -passed charge of air from the air chamber a which is discharging through the air-carrying conduit 15, Fig. 4. In the explcsionrchamber C, thepiston is approximately at dead center with the exhaust orts uncovered, and a scavenging charge of air being delivered into the chamber through the air-carrying conduit communicating therewith and uncovered air-ad mission ports for expellin the spent gases of explosion, the by-pass va ve is as yet closed to prevent the fuel charge from injectlng prematurely or before closure of the exhaust ports; the air chamber 0 has filled with air on the forward. or suction stroke of the piston and is about to deliver its contents to the explosion chamber B through its connecting air-carrying conduit as the piston returns on its inward or compression stroke. As the piston in the explosion chamber B is 180 degrees displaced relatively to the piston of chamber D, the former is 1n a corresponding position to the latter but explosion has taken lace and it is working on its power stroke; in this case the chamber 1) is taking in a charge of air through its connecting air-carrying conduit and its suction valve 19 from the suction chamber 26. Also, the piston in the explosion chamber A is approximately at its inner dead center, Where compression of the explosive mixture in the chamber has ceased and ignition is aboutto occur, and. the

air chamber a is in the final stage of delivering air through the by-pass leading to the air chamber D. The sequence of the engine as to the occurrence of ex losions, taking the pistons in the position s 1OWI1, is in the following order: explosion of the mixture has just occurred in B, which is followed consecutively by A, D, C, B, A, etc.; and as to theair charges, the air chamber a delivers to the explosion chamber D, d to C, c to B, b to A, a to D, etc.

The air pumps are so proportioned that by their displacement each is capable of furnishing air in sullicient quantity to scavenge its seams respective explosion cylinder, and also to provide an excess of air for by-passing into the explosion chamber with the fuel charge.

charge the power piston is at or about pass-' ing through the forward dead center, or when the exhaust ports or fuel-admission and air-admission ports are uncovered.

A characteristic feature to be noted in connection with the engine operating on the resent cycle is that of admitting the vapor fuel into the explosion chamber against a certain pressure which is due to the state of compression of the contents of the chamber incident to the initial part of the compression stroke of the piston. This is not the case in ordinary two-cycle practice wherein the fuel is admitted at substantially atmospheric pressure. In order to overcome this internal ressure of the explosion chamber I the full 0 arge must be admitted at a relatively higher pressure, and also for the further reason that the fuel-admission ports are uncovered for an appreciably less tlme than when they are arranged at or adjacent to the forward dead center, where the movement of the piston is relatively slower, the fuel charge must be injected at a higher speed in order that sufficient fuel can enter before the ports are covered, to produce the roper explosion mixture in the chamber. herefore, the vaporizer best adapted to meet this condition is one that can furnish vapor at a comparatively high and substantially constant pressure. The vaporizer shown herewith is of the kind and consists of a flasher type of vapor generator capable of producing va or in superheated state and at any desire pressure. It is especially designed for the vaporization of such of the heavy liquid fuels as kerosene. to the vaporizer is maintained at a substantially constant rate in definitequantity relatively to the vapor generating capacity of the vaporizer for producing sufficient vapor to meet the maximum demand of the engine.

plete control of the temperature is rendered possible. As the demand for vapor fuel varies from time to time according to load conditions the generating ca acity of the vaporizer remains unaffected ut means are The supply of fuel provided to relieve vapor from the vaporizer as the va or tends to rise above normal and thereby t e vapor is maintained in normal condition. The relieved vapor is preferably by-passed back to its source and in transit it passes through a condensing, device to change it to liquid state before delivering into the fuel tank.

Referring particularly to Figs. 4 and 5, the vaporizer comprises, in general terms, a heater 41, a vaporizing or flashin coil 42, a superheating chamber 43, vapor-fuel supply pipes 44 between the latter and by-pass valves 28, and a vaporpressure-controlled by-pass or relief device 45 hereinafter to be explained.

he heater 42 is superimposed centrally between the cylinders of the engine. This is a hollow cylindrical body having removable heads 46 at its ends andis inclosed in a heat non-conducting jacket 47, as of asbestos. The ends of the heater are connected With the exhaust chambers of the cylinders by exhaust pipes 48. These pipes are also covgases may be caused to pass either through the exhaust pipes 48 to the heater at both ends thereof or at one end only, with a portion of the gases passingthrough the exhaust pipes 50, or the entire gases may pass through the latter pipes and the heater be cut out of service, as for instance when the heat becomes excessively high therein. But in order to exhaust the entire gases directly to the atmosphere through the pipes 50 and thereby cut the heater out of service, the heater is provided with an outlet or discharge pipe 52 in which is provided a damper 53 by means of which latter the discharge of gases into and through the heater and the exhaust pipe 52 connected therewith, Fig. 5, is prevented. As shown in Figs. 7 and 8, the

ports 54 in the plug 55 of the three-way.

valve are placed in the position whereby the exhaust gases can escape through the ex haust pipes 50. These valves may .be handoperated or mechanically operated, and'for the latter purpose the stem of the valve is provided with a sprocket 56.

Within the heater the superheating chamber 43 is arranged, extending longitudinally and concentrically thereof, and is cast integral with theheater by means of connecting webs 57 located about centrally of the heater, Figs. 4 and 5.-. The vaporizing or flashing coil 44 hereinbefore mentioned is formed as a helix on the front half of the superheating chamber, and from the inner end of its helical portion the coil extends to the rear end of the chamber with which it communicates to discharge the kerosene vapor thereto for superheating. The su erheating chamber is closed'at its ends wit heads 58 and the rear head is provided with an angular extension 59, having a passage 60 therethrough leading to the interior of the chamber and with which the rear end of the vaporizing coil connects. The connection between the extension and vaporizing coil is made by'means of a differential nut 61 and access to the connection is had through a hand hole 62 in the wall of the heater, which is closed by a cover plate 63, Fig. 5. At the inner end of the passage 60 a sprayin nozzle 64 is secured,'and a needle or spind e 65 is provided whereby the quantity of fuel or vapor discharging into the superheating' chamber 'may be regulated when desired. The spindle is mo nted in the rear head of the heater and oni s outerend carries a hand wheel 66, by manipulation of which the pointed end of, the spindle is caused to vary the opening of the passage 60. The nozzle serves tospray the vapor upon the heated surface of the superheated chamber so as to efiectually of the vapor.

The front end of the vaporizin coil is' suitably coupled through the wall 0% the superheating chamber with a liquid fuel sup.- ply pipe 67. The fuel supply system comprises a fuel tank 68 for kerosene, a force pump and the supply pipe 69. The effective discharge of the pump may be varied by adjusting the connection between the connectlng rod 69 and the crank 69", so that the quantity of fuel supplied to the vaporizer and rapidly raise the temperature may be suitably proportioned to the vapo rizing capacity determined upon for normal operation of the vaporizer. As the va 0- rizer is ofthe flasher type, the supply of e1 must bear a definite relation to its flashing IIO capacity so as not to exceed that limit, otheris therefore nonexplosive and the fuel charges depend upon subsequent mixing with air in the explosion chamber to be rendered explosive.

Between the superheating chamber and vapor fuel sup ly pipes 44, communicationis established t ough passages 7 O in the up per webs 57, between the wall of the heater and superheating chamber, Figs. 4 and 5, and

the vapor fuel is supplied to the explosion chamber as the by-pass valves 28 are opened. The vapor pressure in the vaporizer must be sufiiciently high so that in addition to the pressure of the by-passed air charge, 'the combined pressures will exceed the pressure that will have been attainedin the explosion chambers while the pistons work on the compression stroke the distance between the exhaust ports and fuel-admission ports, which may be termed the initial stage of compression. At normal operation the pressure best adapted to this condition is approximately 10 ounds per square inch. In each vapor fue sup ly pipe 44 a shut-off valve 71 is provided W ereby any one or more explosive chambersmay be cut out of service by shutting off the supply of vapor fuel thereto.

The v aporizer is adapted to generate vapor in such quantity as to amply supply the maximum demand that is likely to be made overload of the engine, whereas at normal load this quantity is in excess of the demand --so that there exists a surplus of vapor under these conditions. As the generation of v apor is practically at a constant rate, this surplus would tend to store up in the vaporizer and raise the pressure therein. For this purpose the vaporizer is provided with a by-p ass leading to the source of fuel and the excess of fuel is returned to the latter. This is controlled by a relief valve which is sensitive to-pressure variation in the vaporizer, and according to any changes in the pressure the valve responds thereto, either closing or opening the by-pass as the case may demand, thus acting as a throttle in the by-pass. To this extent the bypass valve is automatic in its regulation by vapor-pressure influences. At certain times, however, this is not suflicient re sponsive to effect close regulation of the engine, as would be required in special cases of work, as in electric lighting systems. There exists an appreciable lag in the action of the relief valve to follow the variation of the engine speed, as the vapor pressure does not change quickly enough. To overcome this the valve must be positively actuated, and quick to respond to every perceptible change of the engine speed. Thus, for instance, an overload on the engine tends to decrease the speed, the governor is immediately thrown into operation, prolonging the cut-off to admit larger fuel charges and simultaneously the governor is adapted to actuate the relief valve, immediately closing the same to prevent all or a portion of the excess of the vapor to by-pass, and utilizing this vapor to supply the extra demand of the engine." And, conversely, at underload the governor operates simultaneously the cut-off mechanism to re duce the quantity of vapor supplied for each charge, and the relief valve to cause it to open wider to permit a larger escape of the vapor from the vaporizer, thereby lowering the ressure in the latter.

e noted that normally the pressure of the vapor is substantially constant, and under variation in load the pressure changes to meet these new conditions.

The following is a description of the mechanism for accomplishing the above method of regulation. The relief device 45 comprises a pressure-actuated valve situated in a by-p ass connection or pipe 73 connecting with a passage 78 in the lower web 57 at the bottom of the superheating chamber and with the fuel tank 68, Figs. 4 and 5. The relief valveembodies a pressure chamber 74, a dia hragm 75, a stem or needle 76 carried there y, and an adjustable spring 77 impinging upon the upper side of the diaphragm, Fig. 5. The lower part ofthe pressure chamber communicates with the interior of the su erheating chamber through thepassage o one of the upper webs and a pipe connection 79, Figs. 1, 2 and 4. The diaphragm is thus subjected to the vapor tension of the superheating chamber, and the adjustable spring 77 is so set that the valve stem or needle 76 is balanced suitably above the seat to permit a definite excess of vapor to discharge through the by-pass. Should the pressure of the vapor tend to vary for any reason the valve will act automatically to correct the variation and maintain the pressure constant. The vapor that is relieved through the relief valve passes through a condenser 80 which is arranged in circuit with the by-pass connec tion 73, shown diagrammatically in Fig. 4, so as to deliver the excess kerosene vapor in liquid state to the fuel tank.

For the positiveactuation of the relief valve a connection between the governor and the valve spring is provided so that tension of the spring varies according to the action of the governor. Bearing upon the spring 77 which impinges upon the diaphragm is a follower 81, suitably guided in the pressure chamber, Fig. 5, and connected with the follower, is a rod 82 which projects through the wall of the chamber to afford connection with the intermediate means attached to the governor. This means comprises hinged levers 83 and 84 fulcrumed on the engine at suitable points or respectively on the pressure chamber and heater of the vaporizer, as shown. The

upper end of lever 83 is formed with an eye 85, through which passes the rod 82 held therein by means of adjustable nuts 86 on the rod which engage with the eye. This construction permits of the desired tension to be set on the spring by adjusting the nuts. The lower lever is bifurcated at its lower end and the extremities thereof engage in an anlnular groove 87 in the sliding collar 40 of the governor; By this arrangement any variation in the engine speed to which the governor responds is caused to be transmitted to the follower through the levers, and the follower in turn acts upon the spring to the end that greater or less tension is placed upon the ing y regulated.

In order to start the engine either of two -methods may be employed. The first of these depends upon the vaporizer, that is the vaporizing coil and superheating chamber, being heated as by a torch to the pro er temperature preparatory to supplying erosene thereto and before the engine is started. In this manner the engine is in condition to start on kerosene Vapor. method the engine is started independently of the kerosene voporizer, as the vapor mixture is derived from a diflerent source. auxiliary gasolene va orizer or carbureter is employed to supply tl ie explosive mixture to the engine duringthis starting period and the exhaust gases of the explosion serve to heat the kerosene vaporizer of the engine so that a torch is not needed. After this preliminary heating to the proper temperature, kerosene is supplied to the vaporizer and the vapor thus generated is used for the explosivechar es instead of the gasolene mixture whic is at this stage cut oil". To adapt the engine to these methods of starting the vapor generation, according to the first, one of the exhaust pipes 48 is provided with an o ening adjacent to the front end of the eater through which the flame of a starting torch may be introduced toimpinge u on the vaporizing coil and superheating c amber. As shown in'Figs. 2 and 3, a removable cover 88 is adapted to be secured over this opening and prevents the escape of exhaust gases therefrom after starting. In carrying out the second method, connection may be provided with a' gasolene supply and carbureting system (not shown) whic supplies the explosive mixture to the air-suction chamber 20 of the'engine in any .desirable mannerf According to this method the air system for the scavenging operation is for the time interrupted as the suction of mixture takes the place of the air supply. Under these condittons, the engine operates practically on the ordinary twocycle principle, as to scavenging with the explosive charges. After the kerosene vapoizer has been sufficiently heated by the exhaust gases and vapor generation commenced, the gasolene mixture is cut off and the air system thus becomes restored and the engine takes up its cycle according to the principle herein described.

In accordance with the provisions of'the patent statutes, I have described the princi ple of operation'of m invention together with the apparatus whlch I now consider to be the best embodiment thereof; but I desire to have it understood that the apparatus is only illustrative and that the invention. can be carried out byother means.

In the second diaphragm and the .reliefvalveis correspondj vaporizer and source of supply, a regulator.

for the by-pass for coarse regulation which is controlled byvapor pressure under cermeans for controlling the regulator under other conditions for fine regulation.

2. The combination of a vaporizer, a source of liquid fuel supply, controllable ,means for heating the vaporizer, a by-pass between the source ofsu'pply and vaporizer, a regulator for the by-pass controlled by vapor pressure, a motor supplied by the vapo-' rizer, and a speed responsive device which controls the by-pass regulator.

3. The combination of a vaporizer, a

' source of liquid fuel'supply, means for heating the vaporizer, means for by-passingaportion of the vapor from the vaporizer, a regulator for'the by-pass control-led by the pressure on the vaporizerunder certain conditions, a motor supplied by vapor, a speed responsive device t tween said device and by-pass regulator which controls the action of the latter.

4. The combination with an explosive engine, of a heater connected with the exhaust ports of the engine, a vaporizer in co-ope'rative relation with the same, means controlling the exhaust gases for maintaining the temperature of the vaporizer substantially constant, means for supplying liquid fuel to the vaporizer, and means for controlling the perheated vapor fuel at a predeterminedtemperature and pressure, means for heating thevaporizer b theiexhaust gases from the engine, means or controlling the heating of 'the.vaporizer, means for supplying liquid tain conditions, and automatically actuated.

erefor, and means befuel to the vaporizer in sufiicient quantity to generate va or equal to the maximum de-- mand there or' and independently of variations in demand, and means sensitive to variations of vapor pressure and of the engine speed for by-passing a variable quantity of vapor from the vaporizer ac-' cording to variations indemand therefor.

6. The combination with an explosive engine, of a vaporizer adapted to generate suerheated vapor fuel, means supplying liquid uel to the vaporizer at a constant redetermined quantity de endent upon t e maximum vapor deman of the engine, means for heating the vaporizer to a predetermined temperature, and means whereby the pressure in the vaporizer remains substantially constant at normal demand and varies durif thereto, a heater adapte vaporizer at substantiallyconstant tempera ing variation in demand in direct relation thereto.

7. The combination with an explosive engine, of a vaporizer for supplying vapor fuel to the englne, said vaporizer comprising .means for gradually heating to the temperafor supplying liquid fuel to the'vaporizer in definite quantity, and means for maintaining the pressure in the vaporizer substantially constant during normal demand for vapor and for varying the pressure directly as the demand varies.

8. The combination with an explosive engine, of a vaporizer for su plying fuel vapor to maintain the ture, means supplying fuel to the vaporizer in definite quantitative relation to the vapor generating capacity of the vaporizer togenerate sufficient vapor to meet the maximum demand therefor, means whereby a definite proportion of the vapor generated is permitted to escape from the vaporizer during normal demand, and automatic means cooperating with the last mentioned means for varying the quantity permitted to escape inversely as the demand for the vapor varies.

9. The combination with an explosive engine, of a vaporizer comprising means for gradually heating liquid fuel supplied to the vaporizer in definite quantity for generatmg vapor at a predetermined pressure, means responsive to the engine speed for varying the supply of vapor to the engine, and means responsive to the engine speed for normally by-passing a portion of the vapor at said predetermined pressure and varying the quantity by-passed as the demand for the vapor vanes.

10. The combination with anexplosive engine, of a vaporizer comprising means for gradually heating liquid fuel to the temperature of vaporization and means for superheating the vapor, means for supplying liquid fuel to the vaporizer in definite quantity for generating vapor at a predetermined pressure, and means responsive to the engine speed for by-passing a portion of the'vapor at said predetermined pressure and capable automatically to vary the quantity bypassed in accordance with variation in demand for the vapor.

11. The combination with an explosive engine, of a vaporizer for supplying superheated vapor fuel to the engine, means for heating the vaporizer to substantially constant predetermined temperature, adjustable means supplying liquid fuel in definite quantitative relation to a predetermined temperature condition of the vaporizer, and means responsive to the vapor pressure and to the engine speed for by-passing vapor from the vaporizer in varying quantity as the vapor pressure tends to vary in accordance with variations in demand for vapor.

12. The combination with-an explosive engine, of a vaporizer comprising means for gradually heating liquid fuel to the temperature of vaporization and means for superheating the vapor, means for supplying liquid fuel to the vaporizer in definite quantity sufficient to generate vapor equal to the maximum demand of the engine, and means responsive to speed changes for by-passing vapor from the vaporizer in varying uantity as the demand for vapor varies be ow the maximum.

13. The combination with an explosive engine, of a heater adapted to receive exhaust gases from the engine, a vaporizer inclosed in the heater, means for controlling the supply of exhaust gases to the heater for maintaining the temperature of the vaporizer substantially constant, a source of liquid fuel, means for supplying fuel therefrom to the vaporizer in .deimite quantity dependent upon the temperature of the vaporizer to generate vapor equal quantitatively to the maximum demands of the en ine, an automatically-controlled by-pass eading from the vaporizer to the source of li uid fuel for permitting a definite portion 0 the vapor generated to by-pass at the normal demand or vapor, and a speed-responsive device for varying the portion by-passing inversely as the demand varies.

14. The combination with an explosive engine, of a vaporizer for supplying superheated vapor fuel to the engine at substantially constant pressure, means for maintaining the temperature of the vaporizer constant, a source of liquid fuel, means for supplying fuel therefrom to the vaporizer in definite quantitative relation to the tempera? ture thereoffor flashing into vapor at a predetermined pressure, a by-pass between the vaporizer and source of liquid fuel for delivering vapor fuel from the vaporizer, means dependent upon vapor pressure in the vaporizer for controlling the by-pass for permitting a definite proportion of the vapor generated to escape during the normal demand for vapor and dependent upon the speed of the engine for varying the proportion of the es caping vapor inversely as the demand varies, and a condenser in the by-pass for liquefying the vapor fuel delivered from the vaporizer.

15. The combination with an explosive engine, of a vaporizer adapted to be maintained at a constant temperature by a controlled supply of exhaust gases from the engine, said vaporizer com rising a vaporizing coil and asuperheating- ,c iamber arranged in co-o erative relation to each other for gradually reating-liquid fuelsupplied thereto successively to the temperature of vaporization and to a predetermined degree of superheat, a source of liquid fuel, means for supplying fuel to the va orizi coil a b ass connect' the supefheatihg chainberyaiid source of lili uid fuel, a valve controlling the by-pass for ermitting a definite quantity of vapor tov y-pass at normal demand, and means for varying the movement of said valve in accordance with variation in demand for vapor fuel relatively to the normal demand at which the engine operates.

16. The combination with an explosive en'- gine, of a vaporizer for supplying vapor fuel to the engine at a predetermined pressure, means for supplying liquid fuel thereto in definite quantity for generating vapor sulficient to supply the maximum demand of the engine, means for heating the vaporizer to substantially constant temperature, automatic relief means for by-pas'sing vapor from the va orizer to maintain the pressure substantially constant during normal demand for vapor fuel, and automatic means co-operating with the relief means for varying the uantity of vapor by-passed inversely as the demand for vapor varies relatively to the normal demand.

17. The combination with an explosive engine, of a vaporizer comprising a vaporizing coil and a superheating chamber arran ed in co-operative relation to each other an providing a continuous passage whereby liquid fuel supplied thereto vaporizes and superheats to a pre etermined pressure and temperature, a source of liquidfuel, means for supplying fuel to the vaporizer, means for maintaining the temperature of the vaporizer substantially -.constant, a by-pass between the su erheating chamber and. source of liquid fue a needle -I ,V&lVB' controlling the by-pass-,. a pressure regulator for varying the movement of the needle valve when the pressure 'of vapor in the superheating chamber tends to vary, and

an. automatic device sensitive 'to the load zchanges for varylng the set of the regulator for fine regulation. I v' gine, of a vaporizer for supplying vapor fuel- 18. The combmation with an explosive ento the engineat a predetermined pressure and temperature, means supplying liquid fuel thereto in definite quantity to generate vapor sufiicient to supply the maximum de-' mand of the engine, means for maintaining the temperature of the vaporizer substantially constant, automatic relief means having a limited range of operation -to maintain the vapor pressure in the vapor1zer substantially constant at normal demand for vapor, and means responsive to variation of speed of the engine cooperating with the automatic relief means for varying the quantity of vapor relieved in inverse proportion to the variations in demand for vapor.

' 19. The combination with an explosive engine, of a'vaporizer for supplying vapor fuel to the engine at apredetermmed pressure, means supplying liquid fuel thereto in definite quantity for generating vapor sufficient to supply the maximum demand of the enpressure in the vaporizer substantially constant at normal demand for vapor fuel, and means normally in neutral operative relation 1 to the automatic relief means adapted to 00* act therewith upon abnormal speed of the engine for varying the operation of the relief means. i

\ 20. The combination with an explosive engine, of a vaporizer for supplying vapor fuel to the engine at a predetermined pressure, means for varying the supply of vapor fuel to the engine directly as the working load thereon varies, and means formaintaining the va or pressure in the, vaporizer substantia y constant during normal demand for vapor fuel and for varying the pressure directly as the demand varies.

engine, of a flash vaporizer for supplying vapor fuel in superheated'state to the engine at a predetermined pressure, means for varying the effective supply of vapor fuel to the engine to maintain the speed thereof substantially constant during variations in load,

sure in the vaporizer substantially constant during normal demand for vapor fuel and for varying the pressure directly as the demand varies' 22. The combination with an explosive engine, of a flash vaporizer for supplying vaporfuel in a superheated state to the en gine, at a predetermined pressure and temperature, means governing the speed of the engine by regulating the effective supply of vapor fuel thereto according to variations in load, means su plying liquid fuel to the vaporizer in de 'te quantitative relation to the vapor generating capacity thereof, means sensitive to the variation in, vapor pressure of the vaporizer for maintaining the pressure substantially constant at normal demand, and means co-operating with the latter means for varying the vapor pressure directly asthe demand-varies.

23. The combination with an explosive engine, of a flash vaporizer for supplying vapor fuel to the engine in a superheated state and at a predetermined pressure and temperature, automatic means responsive to speed variation. for regulating the efiective supply of vapor fuel to the engine, means separate from the saidautomatlc means and co-operating therewith to maintain the vapor flashing capacity of the vaporizer substantially constant irrespective of variations in demand for vapor, automatic means for malntalmng the pressure of the vaporizer gine, means for heating the vaporizer, automatlc relief means for maintaining the vapor 21. The combination with an explosive and. means for maintaining the vapor pres latter automatic means for varying the pressure of vapor directly as the demand for vapor varies.

24. The combination with an explosive engine, of a vaporizer for supplyingfvapor fuel to the engine at a predetermined pressure, 'a speed responsive device, a variable cut-ofi mechanism operated thereby for controlling the supply of vapor fuel to the engine, automatic. means for maintaining the pressure of the vaporizer substantially constant, means operatively connected with the ber, and means operatively related to the.

speed responsive device for varying the tensi-on on the, diaphragm simultaneously with the variation in supply of fuel vapor to the engine.

26. The combination with an explosive engine, of a vaporizer for supplying vapor fuel to the engine at a predetermined pressure, a speed-responsive device, means operatively' related thereto for varying the sup-- ply of vapor fuel to the engine, a source of liquid fuel, a by-pass connecting the vaporizer with the source of liquid fuel, a needlevalve controlling the by-pass, a pressure chamber, a diaphragm therein carrying the needle-valve, a conduit connecting the vaporizer and pressure chamber to render the diaphragm sensitive to variation in pressure 'of vapor, and means operatively related to the speed-responsive device for varying the tension of the diaphragm to regulate the opening of the needle valve.

27. The combination with an explosive engine, of a vaporizer for supplying vapor fuel to the engine in a superheated state and at a predetermined pressure and temperature, said vaporizer comprising a vaporizing coil and superheating chamber, asource of liquid fuel, a byi-pass connectin the su rheatin chamber and source of liquid fuel, a nee le-valve controlling the by-pass, a pressure chamber, a diaphragm therein operating the needle valve, a conduit connecting the superheating chamber and pressure chamber for mamtaining the needle-valve in partially open position by the vapor pressure of the vaporizer at a predetermined pres-' sure and at normal-demand for vapor, an adjustable spring impinging on the diaphragm, a speed-responsive device for varying the supply of vapor to the engine, and means operatively related to the speed-responsive device for varying the tension of the spring to control the action of the needle valve whereby the quantity of vapor by-passed varies inversely as the demand for vapor varies.

28. In an explosive engine, the combination of an explosive cylinder, a heating chamber, exhaust connections between the explosion cylinder and heating chamber, means in the exhaust connections controlling the, discharge of exhaust gases into the heating chamber for regulating the temperature thereof a vaporizer within the heating chamber in co-operative connection with the explosion cylinder, means for supplying fuel to the vaporizer in definite quantitative relation to the vaporizing capacity thereof, means for by-passing vapor from the vaporizer during normal demand for vapor, and means controlled by the speed of the engine for varying the quantity of vapor by-passed inversely as the demand for vapor varies.

29. In an explosive engine, the combination of an explosion cylinder, a heating chamber, exhaust connections between the ex-.'

plcsion cylinder and heating chamber, a kerosene superheating chamber within the heating chamber, a source of liquid fuel supply, a fuel heatingcoil surrounding and connected with the superheating chamber and with the source of fuel supply, means for sunplying vapor to the explosion cylinder, a bypass etween the superheating chamber and source of fuel supply, and means in the bypass aetuated by vapor pressure'for by-passing the vapor generated in excess of the normal demand of the engine.

30. In an explosive engine, the combination of an explosion cylinder, a heating chamber, exhaust connections between the explosion cylinder and heating chamber, a superheating chamber Within the heating chamber 1 which supplies vapor unmixed with air to the engine, a source of liquid fuel supply, a fuel heating coil connected with the superheating chamber and source of fuel, means supplying fuel in constant quantity sufficient to gener ate vapor equal to the maximum demand therefor, means regulated by the pressure of the va or for by-passing the excess of vapor from t e super-heating chamber during variatiori in demand, and variabl controlled means supplying vapor from th v said cham- 'ber to the explosion cylinder.

31. In an explosive engine, the combination of an explosion cylinder, a heating chamber, exhaust connections between the heating chamber and explosion cylinder, a vaoor superheating chamber 'within the heating chamber which delivers vapor unmixed with air to the cylinder, afuel heating coil connected with the superheating chamber, means supplying fuel through the heating coil to the superheating chamber in predetermined quantity to generate vapor equal to the maximum demand therefor, means supplying the vapor from the chamber to the cylinder, and means controlled 'by'the engine speed for by-passing the excess of vapor from t e superheating chamber during variations in demand.

32. In an explosive engine, the combination of an explosion cylinder, a heating chamber, exhaust connections between the explosioncylinder and heating chamber, means in the exhaust connections controllin the discharge of exhaust gases into the heating chamber to varythe temperature thereof, a vaporizer Within the heating chamber which delivers vapor unmixedv'vith air-to the engine,

means supplying liquid fuel to the vaporizer 1n definite quantitative relation to the vaporizing capacity thereof independent of the demand for vapor, and means for by-pas'sing the excess of vapor from the vaporizer upon variation in demand for vapor.

33. In an explosive engine, the combination of an explosion cylinder, an exhaust chamber, a vaporizer, a heating chamber inclosing the vaporizer, exhaust connections between the exhaust chamber and ends of the heating chamber, an outlet pipe for the esca e of gas from the heating chamber, and a re 'ef exhaust pipe connecting with the ex-.

, chamber, a vaporizer, a heating chamber surrounding the vaporizer, exhaust pipes connecting the exhaust chamber with the ends of the heating chamber, a discharge ipe for the outlet of the exhaust gases from t e heat- 7 ing chamber, a relief exhaust pipe leadin to the exhaust gases to the heating chamber and discharge pipe.

35. In an explosive engine, the combination of a plurality of cylinders, each having an exhaust chamber, avaporizer, a heating chamber surrounding the vaporizer, exhaust pipes connecting the exhaust chambers with the ends of the heating chamber, a discharge pipe for the outlet of the exhaust gases from the heating chamber, relief exhaust pipes extending from the exhaust chambers to the atmosphere, a damper in the'discharge pipe, and valves in the relief exhaust pipes co-opcrating With the damper to controlthe exhaust gases passing tothe heater for varying the temperature of the vaporizer.

In witness whereof I have hereunto set my hand this tenth day of June, 19.04.

HENRY O. -WESTENDARP.

the atmosphere from the exhaust cham er,. and a valve for regulating the discharge of 

